Method and apparatus for swapping lead and remote locomotives in a distributed power railroad train

• US 20050189815A1
• Filed: 02/26/2005
• Published: 09/01/2005
• Est. Priority Date: 02/27/2004
• Status: Active Grant

• Current Assignee: General Electric Company
• Original Assignee: General Electric Company
• Inventors: Bryant, Robert F.
• Granted Patent: US 7,715,956 B2
• Time in Patent Office: Days
• US Class Current: 303/7
• CPC Class Codes: B60L 15/38 with automatic control
• CPC Class Codes: B60L 2200/26 Rail vehicles
• CPC Class Codes: B60T 17/228 for railway vehicles
• CPC Class Codes: B61C 17/12 Control gear; Arrangements for controlling locomotives from remote points in the train or when operating in multiple units control from points outside the train B61L3/00; fluid-actuated telemotors, servomotors F15B; control devices in general G05
• CPC Class Codes: B61L 15/0027 Radio-based, e.g. using GSM-R
• CPC Class Codes: Y02T 90/16 Information or communication technologies improving the operation of electric vehicles

Abstract

A method and apparatus for swapping functionality of a lead unit and an end-of-train remote unit on a distributed power railroad train. The communications system comprises a swap function that executes through a plurality of process steps to swap the functionality of the lead unit and the end-of-train remote unit. The train operating conditions must first be determined to ensure that the swap function can be executed. The communications system is placed in an idle mode and brakes and safety locks applied to ensure against train movement. Each remote locomotive in the train is commanded to a transition stage and reconfigured to receive commands and messages from the new lead unit. Once the train operator has relocated from the old lead unit to the new lead unit, the old lead unit transitions to remote status and the new lead unit commands an end to the transition period. The train brakes are released and the communications system placed in a normal operational mode, at which time motive power can be supplied for train movement.

Claims

1. A railroad train having at least two spaced-apart locomotives capable of lead and remote operation, wherein a first locomotive operates as a lead unit for controlling operation of a second locomotive operating as a remote unit, and wherein the first and the second locomotives exchange information and commands over a communications channel controlled by a communications system, and wherein the train further comprises a plurality of rail cars, and wherein the first locomotive, the second locomotive and the rail cars each further comprise a pneumatic brake system for braking the train and having a brake pipe extending along the length of the train, a method for interchanging the status of the first and the second locomotives such that the first locomotive operates as the remote unit and the second locomotive operates as the lead unit, the method comprising:

determining whether current train operating conditions are acceptable for interchanging the status of the first and the second locomotives;

applying brakes on the first and the second locomotives and the rail cars;

suspending lead status of the first locomotive;

configuring the first locomotive for remote unit operation;

from the second locomotive, commanding the first locomotive to remote status and the second locomotive to lead status; and

conducting a brake system test.

2. The method of claim 1 wherein each locomotive further comprises a reverser handle, wherein the method further comprises manually controlling the reverser handle of the first locomotive to an off position.

3. The method of claim 1 wherein each locomotive further comprises a throttle handle, wherein the method further comprises manually controlling the throttle handle of the first locomotive to an idle position.

4. The method of claim 1 wherein the step of applying the brakes comprises initiating a service brake application.

5. The method of claim 1 wherein the brake system further comprises a brake pipe extending a length of the train, wherein a fluid pressure within the brake pipe controls brake application at the rail cars, and wherein the step of applying the brakes comprises reducing the fluid pressure to which the rail cars respond to apply rail car brakes.

6. The method of claim 1 wherein the railroad train further comprises at least one mid-train remote locomotive, and wherein the step of applying brakes further comprises transmitting a brake application command from the first locomotive to the mid-train remote locomotive in response to which brakes on the mid-train remote locomotive are applied.

7. The method of claim 1 wherein the first and the second locomotives retain a brake application in response to the step of applying brakes until all steps of the method have been executed.

8. The method of claim 1 further comprising a step of engaging train safety interlocks to prohibit application of a tractive effort at the first and the second locomotives.

9. The method of claim 1 wherein the railroad train further comprises at least one mid-train remote locomotive, the method further comprising transmitting a link message from the first locomotive to the mid-train remote comprising an identification of the second locomotive.

10. The method of claim 9 further comprising transmitting a link reply message by the mid-train remote locomotive, wherein the link reply message indicates successful reception and processing of the link message.

11. The method of claim 1 wherein the railroad train further comprises at least one mid-train remote locomotive, and wherein the first locomotive, the second locomotive and the mid-train remote locomotive retain a capability to issue at least one of an emergency brake command and a penalty brake command in response to a train fault condition occurring during execution of the method to interchange the status of the first and the second locomotives.

12. The method of claim 11 wherein the capability to issue at least one of an emergency brake command and a penalty brake command comprises issuing the emergency brake command via a signal on the communications channel or via a signal on a brake pipe extending a length of the railroad train.

13. The method of claim 1 further comprising an operator on the first locomotive relocating to the second locomotive prior to the step of conducting the brake system test.

14. The method of claim 1 further comprising commanding the communications system to normal operational mode from the second locomotive.

15. The method of claim 1 wherein the step of conducting the brake system test further comprises conducting at least one of a brake pipe continuity test and a train check test.

16. The method of claim 1 wherein the first locomotive further comprises a brake handle having a lead position and a remote position, wherein the step of configuring the first locomotive for remote unit operation further comprises positioning the brake handle to the remote position.

17. A communications system for a railroad train having first and second spaced-apart locomotives each capable of lead and remote operation, wherein the first locomotive operates as a lead unit for controlling operation of the second locomotive operating as a remote unit, and wherein the train further comprises rail cars, and wherein the first locomotive, the second locomotive and the rail cars each further comprise a brake system for braking the train having a brake pipe extending along a length of the train and being controlled by a brake controller disposed in the first and the second locomotives, the communications system comprising:

a communications channel;

a station in the first locomotive for issuing a first command over the communications channel to the second locomotive in response to which the first locomotive applies brakes and enters a suspended operational state during which lead operation of the first locomotive is suspended; and

a station in the second locomotive for issuing a second command over the communications channel to the first locomotive for controlling the first locomotive to remote operation and the second locomotive to lead operation, and for terminating the suspended operational state.

18. The communications system of claim 17 wherein the first command comprises a command to make a service brake application.

19. The communications system of claim 17 wherein the first command comprises a command to prohibit application of tractive effort at the second locomotive.

20. The communications system of claim 17 wherein the first command comprises a link message identifying the second locomotive

21. The communications system of claim 20 wherein a station in the first locomotive responds to the link message with a link reply message indicating successful reception and execution of the link message.

22. The communications system of claim 17 wherein the second command returns the communications system to normal operation.

23. The communications system of claim 17 further comprises a third command issued by the second locomotive comprising a command to perform a brake system test.

24. The communications system of claim 23 wherein the brake system test further comprises one of a brake pipe continuity test and a train check test.

25. A communications system for a railroad train having first and second spaced-apart locomotives each capable of lead and remote operation, wherein the first locomotive operates as a lead unit for controlling operation of the second locomotive operating as a remote unit, the communications system comprising:

a communications channel;

a first station in the first locomotive responsive to train operator input for executing a locomotive swap function, further comprising transmitting signals over the communications channel to the second locomotive; and

a second station in the second locomotive for executing the locomotive swap function by transmitting signals to the first locomotive over the communications channel, wherein after execution of the swap function the first locomotive operates as a remote unit operates as a remote unit and the second locomotive operates as a lead unit.

26. The communications system of claim 25 wherein signals transmitted by the first station comprise a brake application command in response to which the second locomotive applies brakes and enters a suspended operational state during which lead operation of the first locomotive is suspended.

27. The communications system of claim 25 wherein signals transmitted by the first station comprise a signal prohibiting application of traction effort at the second locomotive.

28. The communications system of claim 25 wherein the railroad train further comprises a mid-train locomotive disposed between the first and the second locomotives and operative as a remote unit, wherein the signals transmitted by the first station are transmitted to the second locomotive and the mid-train locomotive, and wherein the signals transmitted by the second station are transmitted to the first locomotive and the mid-train locomotive.

29. The communications system of claim 28 wherein the signals transmitted by the first station comprise a link message identifying the second locomotive.

30. The communications system of claim 29 wherein a station in the mid-train locomotive transmits a link reply message to the first locomotive.

31. The communications system of claim 25 wherein signals transmitted by the second station comprise a message for initiating normal operation of the communications system with the first locomotive operating as a remote unit and the second locomotive operating as the lead unit.

32. A computer program product for operating a communications system of a railroad train, wherein the railroad train comprises first and second spaced-apart locomotives each capable of lead and remote operation, wherein the first locomotive operates as a lead unit for controlling operation of the second locomotive operating as a remote unit, wherein the first and the second locomotives exchange information and commands over a communications channel of the communications system, and wherein the first locomotive and the second locomotive each further comprise a brake system for braking the train, the computer program product comprising:

a computer usable medium having computer readable program code modules embodied in the medium for operating the communications system;

a computer readable first program code module for determining that current train operating conditions are acceptable for interchanging the status of the first and the second locomotives;

a computer readable second program code module for applying brakes on the first and the second locomotives;

a computer readable third program code module for suspending lead status of the first locomotive;

a computer readable fourth program code module for configuring the first locomotive for remote unit operation; and

a computer readable fifth program code module for commanding the first locomotive to remote unit operation and the second locomotive to lead unit operation.

33. The computer program product further comprising a computer readable sixth program code module for conducting a brake system test.